San Francisco—As a sporty hybrid (really, the first of its type), the is a brilliant package. Problem is that the CRX Si, its diminutive 2-seat gasoline-only predecessor that all but defined lightweight, front-drive fun in the 1980s, casts an oversized shadow on this newcomer sharing its Kamm-tail hatchback silhouette. While most journalists at the CR-Z's press introduction in San Francisco openly pined for an Si version with a nice round 200 bhp to the front wheels, we'll have to be content with a 1.5-liter i-VTEC 4-cylinder whose 113 bhp is augmented by 13 hp and 58 lb.-ft. of torque from its Integrated Motor Assist (IMA)—an electric motor powered by an 84-cell 5.7-Ah pack of nickel/metal-hydride batteries that resides beneath the cargo floor.

A while back we drove the Japan-market CR-Z 2+2 equipped with the continuously variable transmission (R&T, ) and found the acceleration to be downright somnambulant...10.5 seconds to 60 mph. But these 2-seat U.S. cars were fitted with the 6-speed manual (a CVT is optional), and acceleration proved, er, what's the phrase I'm looking for here, not dead slow.

Actually, in the first two gears with the low-end twist from the electric motor, it feels energetic enough to be fun. In 3rd, as revs climb and motor assist fades, it behaves like a with a 175-lb. friend riding shotgun—no surprise, as it's essentially the Fit's gasoline engine saddled with a passenger's worth of extra curb weight, coming in at 2650 lb. to be exact. And climbing grades, prepare to drop two or three gears to maintain cruising speed, as we did heading south on 101 approaching the Golden Gate Bridge. Yet at middle revs in 3rd, the electric motor provides a nice bit of tip-in torque. As an educated guess, we'd venture a 0–60 sprint...um, clocking of 8.5–9.0 sec.

Fortunately, most of the momentum you accumulate can be maintained through the twisties. Even with all-season 195/55-16 tires, the CR-Z's MacPherson strut/twist beam suspension and quick-ratio electric assist steering make corner entry and apex phases entertaining. The primary ride is nicely firm yet the bigger boundy bumps are absorbed well, at least within the limits of the 95.8-in. wheelbase. Braking is remarkable in that the IMA's regenerative component isn't felt at all. In a word, the handling is tidy.

Inside, there's plenty of room for two in a futuristic yet functional interior. Excellent seats are covered with a durable-looking silvery fabric (I flashed on David Bowie, the Ziggy Stardust years), and the instrument cluster has a digital speedometer inside the tach that seems to float in space. It's also ringed in light that changes color with the driving mode selected, Sport, Normal or Econ—red, blue and green, respectively, although if you really behave in Normal, it'll turn from blue to green. Econ mode? Saving the planet has to be a very high priority to put up with its hobbled throttle response, but whatever the mode, the Idle Stop feature shuts down the engine when the car comes to a complete stop. In Sport, the steering firms up nicely with reduced assist. The luggage area is generous at 25.1 cu. ft. with the cargo console folded down, this last item looking like the vestiges of that Japan-market rear seat.

The CR-Z should start at under $20,000 for the base model, to just under $24,000 for a fully optioned EX with navigation. EPA mileage figures are 31/37 city/highway for the 6-speed (versus 35/39 for the CVT), but it's worth learning how to drive a stick here for the added performance. Plus, it's a great linkage, which should please the estimated 25–30 percent of CR-Z buyers who opt for the manual. Look for the CR-Z at dealers starting August 24.